Method and system for presenting different views to passengers in a moving vehicle

ABSTRACT

Systems and methods for presenting images in a vehicle as the vehicle rotates about a rotation axis are disclosed. In one embodiment, the system includes a signal receiving portion that receives a first signal corresponding to an image of a first view from a position located a first distance from the rotation axis. A signal processing portion directs to a signal display portion located a second distance from the rotation axis, a time varying second signal that represents a second view. The second view can be a portion of the first view and can occupy an area less than the area occupied by the first view. The location of the second area relative to the first area can be selected based at least on an amount by which the first and second distances differ.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is related to and incorporates by reference thefollowing U.S. Patent Applications, filed simultaneously herewith:

1. U.S. application Ser. No. 10/427,405 entitled METHOD AND SYSTEM FORPRESENTING MOVING SIMULATED IMAGES IN A MOVING VEHICLE; and

2. U.S. application Ser. No. 10/427,677 entitled METHOD AND SYSTEM FORPRESENTING AN IMAGE OF AN EXTERNAL VIEW IN A MOVING VEHICLE.

TECHNICAL FIELD

The present invention relates to methods and systems for presentingdifferent views of a scene external to a moving vehicle, for example,presenting different images of a region external to an aircraft topassengers seated at different positions within the aircraft.

BACKGROUND

Some vehicles provide limited visual access to the region exterior tothe vehicle. For example, some trucks and buses provide limited visualaccess to the region directly behind the vehicle. One method forovercoming this drawback is to provide the vehicle with an aft-pointingcamera that is connected to a display panel inside the vehicle. Thedisplay panel can accordingly present to the vehicle driver an image ofwhat the driver would see if he or she were able to look through therear of the vehicle. This system can therefore aid the driver as thedriver backs up the vehicle or engages in other maneuvers that benefitfrom an aft-facing view. Another existing system includes a passengeraircraft seatback display that schematically portrays the aircraftsuperimposed on a map of the terrain the aircraft overflies. However,the foregoing systems can be limited because they present the same imageto one or more viewers. Accordingly, the foregoing systems may not beadequate to provide multiple viewers at different positions within thevehicle with an accurate view of the external world outside the vehicleas the vehicle moves.

SUMMARY

The present invention is directed toward methods and systems forpresenting an image in a vehicle as the vehicle rotates about a rotationaxis. A system in accordance with one aspect of the invention includes asignal receiving portion configured to receive a first signalcorresponding to an image of a first view from a position located afirst distance from the rotation axis. The first view can encompass afirst viewing area. The system can further include a signal processingportion configured to direct to a display portion located a seconddistance from the rotation axis a time-varying second signal. Thetime-varying second signal can represent a second view, with the secondview being a portion of the first view and occupying a second area lessthan the first area. The location of the second area relative to thefirst area can be selected based at least in part on an amount by whichthe first and second distances differ. Accordingly, passengers withinthe vehicle located at different distances from the rotation axis canreceive images that provide visual cues that are consistent with themotion the passengers feel.

A system in accordance with another embodiment of the invention caninclude a first display portion positioned within the vehicle at a firstdistance from the rotation axis, and a second display portion positionedwithin the vehicle at a second distance from the rotation axis, with thesecond distance being different than the first distance. A first imagesource can be positioned at a third distance from the rotation axis andcan be operatively coupled to the first display portion to transmit tothe first display portion a first signal corresponding to a first imageof a view external to the vehicle. A second image source can bepositioned a fourth distance from the rotation axis and can beoperatively coupled to the second display portion to transmit to thesecond display portion a second signal corresponding to a second imageof a view external to the vehicle. The fourth distance can be differentthan the third distance and the second distance can be different thanthe first distance. Accordingly, the multiple image sources can provideoccupants of the vehicle with views consistent with the motion theyfeel, even if they are positioned at different distances from therotation axis of the vehicle.

A method in accordance with another aspect of the invention includes(while the vehicle rotates about a rotation axis) receiving a firstsignal corresponding to an image of a first view from a position locateda first distance from the rotation axis. The first view can encompass afirst viewing area. The method can further include directing a secondsignal to a display portion of the vehicle, with the display portionbeing positioned a second distance from the rotation axis. When thefirst distance differs from the second distance, directing the secondsignal can include directing the second signal to represent atime-varying second view, with the second view being a portion of thefirst view and occupying a second area less than the first area. Thelocation of the second area relative to the first area can be selectedbased at least on an amount by which the first and second distancesdiffer.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partially schematic, front isometric illustration of anaircraft having a system for directing images of a view outside theaircraft to viewers within the aircraft in accordance with an embodimentof the invention.

FIG. 2 is a partially schematic bottom isometric view of the aircraftshown in FIG. 1.

FIG. 3 is a partially schematic, side elevational view of the aircraftshown in FIG. 1.

FIG. 4 is a partially schematic, top plan view of an interior of aportion of the aircraft shown in FIGS. 1-3, configured in accordancewith an embodiment of the invention.

FIG. 5 is a partially schematic, forward-looking isometric illustrationof the interior of a portion of an aircraft configured in accordancewith an embodiment of the invention.

FIG. 6 is a partially schematic cross-sectional view of an aircraftconfigured in accordance with an embodiment of the invention, takensubstantially along line 6—6 of FIG. 4.

FIG. 7A is a partially schematic illustration of the movement of acamera field of view, upon which is superimposed the movement of adisplay portion view corresponding to a seat axially aligned with thecamera in accordance with an embodiment of the invention.

FIG. 7B is a partially schematic illustration of a moving camera fieldof view, upon which is superimposed the view at a display portionlocated proximate to a seat positioned axially inboard of the camera inaccordance with another embodiment of the invention.

FIG. 7C is a partially schematic illustration of a moving camera fieldof view, upon which is superimposed the view at a display portionpositioned proximate to a seat located axially outboard of the camera inaccordance with another embodiment of the invention.

FIG. 8 is a schematic illustration of a system for presenting differingviews to different displays in accordance with an embodiment of theinvention.

FIG. 9 is a partially schematic illustration of a moving camera field ofview upon which is superimposed three display portion views inaccordance with another embodiment of the invention.

FIGS. 10A-10B are flow diagrams illustrating methods in accordance withembodiments of the invention.

DETAILED DESCRIPTION

The present disclosure describes methods and systems for providing animage in a moving vehicle representative of a view external to thevehicle. Many specific details of certain embodiments of the inventionare set forth in the following description and in FIGS. 1-10B to providea thorough understanding of these embodiments. One skilled in the art,however, will understand that the present invention may have additionalembodiments, and that the invention may be practiced without several ofthe details described below.

Embodiments of the invention can provide people inside a vehicle with asimulated, time-varying view of the region outside the vehicle, in amanner that is consistent with the motion of the vehicle. In oneembodiment, the vehicle can include a passenger aircraft having few orno passenger windows. For purposes of illustration, aspects of thesystem are described in the context of a blended wing body aircraft. Inother embodiments, the system can be incorporated into aircraft havingconfigurations, and/or vehicles other than aircraft.

FIGS. 1 and 2 are partially schematic illustrations of an aircraft 100having a blended wing body configuration in accordance with anembodiment of the invention. In one aspect of this embodiment, theaircraft 100 can include a blended wing body 101 having a centralportion 102 for carrying a payload. Outboard portions 103 can extendlaterally outwardly from the central portion 102. The aircraft 100 caninclude winglets 104 for lateral stability, and a propulsion system 105for power. In one aspect of this embodiment, the propulsion system 105can include three engines mounted above the upper surface of the blendedwing body 101, and in other embodiments the propulsion system 105 canhave other arrangements. In any of these embodiments, the centralportion 102 can include a forward-facing flight deck 106 from which theaircraft is operated.

FIG. 3 is a partially schematic, side elevational view of an embodimentof the aircraft 100 illustrating the blended wing body 101 supported onlanding gear 110. The landing gear 110 can include a nose gear 111 and aplurality of main gears 112. In other embodiments, the aircraft 100 canhave other landing gear configurations.

FIG. 4 is a partially schematic, top plan view of an interior portion ofthe aircraft 100, configured in accordance with an embodiment of theinvention. In one aspect of this embodiment, the interior portionincludes a passenger compartment 120 positioned aft of the flight deck106. The passenger compartment 120 can be divided into a plurality ofpassenger bays 121 separated from each other by partitions 122. In afurther aspect of this embodiment, each passenger bay 121 can beelongated in a direction generally parallel to a longitudinal or rollaxis 108 of the aircraft 100. Each passenger bay 121 can house passengerseats 125 arranged in seat rows 127 (generally parallel to a pitch axis107 of the aircraft 100) and seat columns 128 (generally parallel to theroll axis 108 of the aircraft 100). The seat columns 128 can be groupedinto column groups 123 separated by the partitions 122 and/or by aisles126, which are also aligned generally parallel to the longitudinal axis108. The seat rows 127 can be grouped into row groups 124. In otherembodiments, the interior of the aircraft 100 can have other passengerseating arrangements.

In any of the embodiments described above with reference to FIGS. 1-4,one characteristic of the aircraft 100 is that at least some of theseats 125 are not adjacent to a window and therefore passengers (notshown) in those seats do not have direct visual access to the regionexterior to the aircraft 100. In fact, in at least one embodiment, theaircraft 100 can include few or no windows other than those at theflight deck 106. An advantage of a windowless (or reduced window)passenger compartment 120 is that it can allow for the efficient use ofa relatively wide interior space, for example, the space provided by ablended wing body design. A further advantage is that eliminating orreducing the number of windows in the passenger compartment 120 canreduce the cost of manufacturing and/or maintaining the aircraft 100.However, the lack of windows may be uncomfortable for some passengersand may increase the likelihood that some passengers suffer from airsickness because they do not have access to visual cues that areconsistent with the motion they feel. Embodiments of the inventiondescribed below include systems and methods for presenting to thepassengers a series of images representative of the view external to theaircraft, in a manner that appears to move consistently with the motionthe passenger feels.

In one embodiment, the aircraft 100 can include an image source 150having several cameras 151 or other devices configured to receive imagesof the environment external to the aircraft 100 as the aircraft 100moves. In one aspect of this embodiment, the image source 150 caninclude first cameras 151 a positioned at varying distances from theroll axis 108 of the aircraft 100 and having focal lengths generallyaligned with the roll axis 108. Each of the first cameras 151 a cantransmit a forward-looking image to passengers seated in a correspondingcolumn group 123 of seats 125. In another embodiment, passengers seatedin each seat column 128 (rather than in each column group 123) can havea dedicated first camera 151 a from which they receive an image of theview external to the aircraft 100. In either embodiment, passengersseated relatively close to the roll axis 108 will view an image thatmoves relatively slowly and covers a relatively small arc as theaircraft rolls about the roll axis 108. Passengers seated further fromthe roll axis 108 will receive a view that moves more quickly and coversa larger arc.

In a further aspect of this embodiment, the image source 150 can alsoinclude second cameras 151 b positioned at varying distances from thepitch axis 107 of the aircraft 100, and having focal lengths generallyaligned with the pitch axis 107. In a manner generally similar to thatdescribed above, the second cameras 151 b can transmit time-varyingimages to passengers in different rows 127 or row groups 124 to providethose passengers with side-looking views that move in a mannerconsistent with the movement the passenger feels as the aircraft rotatesabout the pitch axis 107.

FIG. 5 is a partially schematic, forward-looking view of a passenger bay121 configured in accordance with an embodiment of the invention. In oneaspect of this embodiment, passengers at each seat 125 of the passengerbay 121 have visual access to a display system 130. The display system130 can present to the passengers images received from the image source150 described above with reference to FIG. 4. In a further aspect ofthis embodiment, the display system 130 can include a plurality offorward displays 131 positioned, for example, in the seat back of eachseat 125. The display system 130 can also include a side display 132positioned to the side of each seat 125, for example, along thepartition 122 of the passenger bay 121. In still a further aspect ofthis embodiment, the side display 132 can include a plurality of displayportions 133 separated by separators or partitions 134. The separators134 can be positioned between each seat row 127 or between each rowgroup 124 (FIG. 4), or the separators 134 can be eliminated.

In any of the foregoing embodiments, passengers seated within thepassenger bay 121 can receive (from the forward displays 131) visualcues corresponding to a forward-looking view from the aircraft 100, and(from the side displays 132), visual cues corresponding to aside-looking view from the aircraft 100. With access to both theseviews, the passengers can receive visual cues that correspond to themotion they feel as the aircraft pitches and rolls, despite the absenceof windows within the passenger bay 121. Accordingly, the passengerswithin the passenger bay 121 can be less susceptible to motion sickness.This result can be achieved in one embodiment by providing differentpassengers or groups of passengers with images from different cameras,with the cameras capturing images that move in a manner similar to theimages the passengers would capture with their own eyes if they couldsee through the walls of the aircraft 100. In other embodiments, asingle camera or other image source can be used to provide differentimages to different passengers or groups of passengers, as described ingreater detail below with reference to FIGS. 6-9.

FIG. 6 is a partially schematic, cross-sectional illustration of a leftportion of the aircraft 100 taken substantially along line 6—6 of FIG.4. In one aspect of this embodiment, the aircraft 100 can include asingle forward-facing camera 651 positioned a distance or radius RC fromthe roll axis 108. In another aspect of this embodiment, another camera(not shown in FIG. 6) can be positioned at the right portion of theaircraft 100. In still another embodiment, a single camera can beaxially aligned with the roll axis 108 instead of being positioned awayfrom the roll axis 108.

Several representative seats 625 are also shown in FIG. 6, including amedian seat 625 a positioned a distance RM from the roll axis 108 and atleast approximately aligned with the camera 651. An inboard seat 625 bcan be positioned a distance RI from the roll axis 108, and an outboardseat 625 c can be positioned a distance RO from the roll axis 108.Corresponding median inboard and outboard forward displays 631 a-631 c,respectively, can be positioned before the passengers in seats 625 a-625c, respectively. The median forward display 631 a can present a mediandisplay image 635 a, the inboard forward display 631 b can present aninboard display image 635 b, and the outboard forward display 631 c canpresent an outboard display image 635 c.

As the aircraft 100 rolls through a roll angle A, the passengers travelthrough arcs that vary in length depending upon the distance eachpassenger is from the roll axis 108. Passengers sitting close to theroll axis 108 would expect, if they could see through the front of theaircraft 100, to have their eyes sweep through a relatively short arc asthe aircraft rolls through the roll angle A, and passengers positionedfurther from the roll axis 108 would expect their eyes to sweep througha relatively larger arc. As described below with reference to FIGS.7A-9, embodiments of the invention can simulate this view from a singlecamera 651 or other image source.

FIG. 7A illustrates the roll axis 108 of the aircraft 100, together witha camera view field 652 having a view field centroid 653. The cameraview field 652 corresponds to the field of view of the camera 651(described above with reference to FIG. 6) at a representative distancein front of the camera 651. The camera view field 652 is shownsimultaneously at four different time intervals (labeled T=0, T=1, T=2,and T=3). Each view field 652 corresponds to the view the camera 651captures at a successive point in time as the aircraft 100 (FIG. 6)rolls through angle A. The median display image 635 a presented to apassenger sitting in the median seat 631 a (FIG. 6) is also shown at thesame four time intervals (T=0, T=1, T=2, and T=3), superimposed on thecorresponding camera view field 652. In one aspect of this embodiment,the median display image 635 a is smaller than the camera view field 652and subtends a smaller viewing angle than does the camera view field652. Because the camera 651 and the median display image 635 a arepositioned at about the same distance from the roll axis 108, a mediandisplay centroid 655 aa of the median display image 635 a tracks themotion of the view field centroid 653 as the aircraft 100 (and thecamera view field 652) rotate. As the aircraft 100 rolls, the mediandisplay image 635 a sweeps out an envelope 654 a.

FIG. 7B is a schematic illustration of the camera view field 652 attimes T=0, T=1, T=2 and T=3, upon which is superimposed the inboarddisplay image 635 b (at the same time intervals). The inboard displayimage 635 b is displayed to a passenger sitting at the representativeinboard seat 625 b (FIG. 6) and has an inboard display centroid 655 a.As the camera view field 652 sweeps through angle A, the inboard displaycentroid 655 b, which is initially centered on the view field centroid653, lags the motion of the view field centroid 653. Accordingly, anenvelope 654 b swept out by the motion of the inboard display image 635b is smaller than the envelope 654 a described above with reference toFIG. 7A. This is consistent with the fact that a passenger seatedinboard of the camera 651 (FIG. 6) and looking straight ahead, willexperience a change in view field that is less than the change in theview field of the camera 651.

In a particular aspect of this embodiment, the degree to which themotion of the inboard display centroid 655 b lags the motion of the viewfield centroid 653 is directly related to the amount by which thedistance between the roll axis 108 and the camera 651 (i.e., RC shown inFIG. 6) differs from the distance between the roll axis 108 and theinboard seat 625 b (i.e., RI shown in FIG. 6). In still a further aspectof this embodiment, the degree to which the motion of the inboarddisplay centroid 655 b lags the motion of the view field centroid 653 isproportional to RI divided by RC. Referring now to FIG. 6, this fractionis less than 1.0 for inboard seats. For seats 625 a aligned with thecamera 651, this fraction is RM divided by RC, which equals 1.0. Forseats outboard of the camera 651, this fraction is RO divided by RC,which is greater than 1.0. Accordingly, the motion of the display imagesfor seats outboard of the camera 651 can lead the motion of the viewfield centroid 653, as described below with reference to FIG. 7C.

FIG. 7C is a schematic illustration of the camera view field 652 (attimes T=0, T=1, T=2 and T=3), upon which is superimposed the outboardimage 635 c (also at times T=0, T=1, T=2 and T=3), as the aircraft 100rotates about the roll axis 108 through angle A. As shown in FIG. 7C,the outboard image 635 c sweeps out an envelope 654 c. An outboarddisplay centroid 655 c leads the motion of the view field centroid 653.This motion is consistent with- the fact that a passenger seatedoutboard of the camera 651 (FIG. 6), and looking straight ahead willvisually sweep out a greater area if he or she were able to see throughthe front of the aircraft 100, than would a passenger at the inboardseat 625 b or the median seat 625 a.

Referring now to FIGS. 6 and 7A-7C together, the camera view field 652can be selected so that for the range of seats to which the camera 651transmits image signals and for an expected range of aircraft rotationangles and angular velocities, the motion of the corresponding displayimages 635 a-c will not pass out of the camera view field 652. Forexample, the camera view field 652 can be selected so that for theinboard-most seat 625 b, the inboard display image 635 b (FIG. 7B) willnot fall below the lower limit of the camera view field 652 at themaximum roll angle. Similarly, the camera view field 652 can be selectedso that for the outboard-most seat 625 c, the outboard display image 635c (FIG. 7C) will not pass above the outer limit of the camera view field652 at the maximum roll angle. For any display image that leads or lagsthe motion of the view field centroid 653, the amount of lead or lagwill increase as the rotation of the aircraft 100 about the roll axisincreases, will remain at a fixed distance from the centroid when themaximum roll angle is attained, and will realign with the view fieldcentroid 653 when the aircraft 100 returns to a zero roll attitude.

FIG. 8 is a schematic illustration of a system 140 configured to receiveimages from the camera 651 or other image source, process the images,and transmit images to the forward displays 631 a-c in a mannergenerally similar to that described above with reference to FIGS. 6-7C.In one aspect of this embodiment, the system 140 can include a computer141 having a processor 142 configured to receive and process signals, asystem display 143 configured to display diagnostics of the system 140,a system input/output portion 144 configured to receive or transmitexternal commands, and a memory 147 configured to store data. Theprocessor 142 can include a first signal receiving portion 146 aconfigured to receive time-varying signals from the camera 651. Thesesignals can include digital images of the camera view field 652described above with reference to FIGS. 7A-C. The processor 142 canfurther include a second signal receiving portion 146 b configured toreceive signals corresponding to the motion of the aircraft 100 (FIG.6). For example, the second signal receiving portion 146 b can becoupled to a motion sensor 160 (such as an inertial sensor) configuredto detect motion of the aircraft about the roll axis 108 (FIG. 4) or thepitch axis 107 (FIG. 4). A signal processing portion 145 can processsignals from the signal receiving portions 146 in a manner generallysimilar to that described above with reference to FIGS. 7A-C.Accordingly, the signal processing portion 145 can crop the camera viewfield 652 to correspond to the appropriate display images 635 a-635 c.The signal processing portion 145 can then direct appropriatelycorresponding time-varying signals to each of the forward displays 631a-631 c. The motion of the display images 635 a-635 c can lead, lag ortrack the motion of the view field centroid 653 as the aircraft 100rotates, in a manner generally similar to that described above.

In a particular embodiment, the camera 651 can transmit a stream ofdigital images that is stored or cached in the computer memory 147. Eachforward display portion 631 a-631 c can have associated with it aregister that represents the distance between it and the correspondingrotation axis, relative to the position of the camera 651 or other imagesource. The processing portion 145 can sample the digitally storedimages and select the data bits corresponding to the display image 635for the appropriate forward display 631. As the aircraft 100 rotates,the selected data bits can correspond to an image that lags, leads ortracks the motion of the centroid 653, depending on whether the displayportion is inboard, outboard or aligned with the camera 651. When theaircraft 100 stops rotating, the selected data bits can correspond to animage that aligns with the view field centroid 653.

FIG. 9 is a schematic illustration of a method in accordance withanother embodiment of the invention in which an image received by thecamera 651 (FIG. 6) or other image source can be manipulated to providedifferent images to passengers in different seats within the airplane100 (FIG. 6). In one aspect of this embodiment, the camera 651 canpresent a camera view field 952 that moves through an angle A from timeT=0 to time T=1. Median, inboard and outboard images 635 a-c,respectively, having display centroids 655 a-c respectively, can beextracted from the camera view field 952. In another aspect of thisembodiment, the motions of the display centroids 655 a-c do not lag orlead the motion of a view field centroid 953. Instead, the displayimages 635 a-c (centered on the display centroids 655 a-c) are extractedfrom different portions of the camera view field 952 based upon thedistance between the roll axis 108 and the corresponding forward display631 a-c (FIG. 6) on which the display view fields 635 a-c are presented.While this arrangement may not provide as accurate a simulation of theview forward of the aircraft 100 as that description above withreference to FIGS. 7A-7C, it can be simpler to implement. For example,this arrangement does not require information corresponding to themotion of the aircraft because the location of each display centroid 655a-c relative to the view field centroid 953 remains the same as theaircraft rolls about the roll axis 108. Accordingly, this arrangementcan be implemented with a system generally similar to the system 140described above with reference to FIG. 8, but without an input from theaircraft motion sensor 160 and without the second signal receivingportion 146 b.

In other embodiments, the systems described above can be furthersimplified. For example, in one embodiment, the camera 651 can beeliminated and replaced with one or more stored images, such as adigital representation of a typical forward-looking view from anaircraft 100 flying over a typical terrain. As the aircraft 100 rotates,the system 140 can simulate the movement of the stored image through apath that simulates the path of the camera view field 652, describedabove with reference to FIGS. 7A-7C. The processor 145 can extractportions of these images that (a) lead or lag the motion of the viewfield centroid 653 (as discussed above with reference to FIGS. 7A-7C) or(b) have different but unchanging positions relation to the view fieldcentroid 953 (as discussed above with reference to FIG. 9).

FIGS. 10A-10B are flow diagrams illustrating processes for displaying todifferent passengers within a moving vehicle, different images of a viewexternal to the vehicle. FIG. 10A illustrates a process 1000corresponding generally to an embodiment of the invention describedabove with reference to FIG. 4. Accordingly, the process 1000 caninclude directing to a first display portion positioned at a firstdistance from a rotation axis of a vehicle a first signal from a firstsignal source, the first signal corresponding to a first image of a viewexternal to the vehicle (process portion 1002). In process portion 1004,the process 1000 includes directing to a second display portionpositioned at a second distance from the rotation axis a second signalfrom a second signal source corresponding to a second image of a viewexternal to the vehicle. The first distance is different than the seconddistance and the first signal source is different than the second signalsource. For example, the first and second signal sources can correspondto any of the plurality of cameras 151 shown in FIG. 4, and the firstand second distances can correspond to the varying distances from theroll axis 108 or the pitch axis 107.

Referring now to FIG. 10B, a process 1010 can correspond to anarrangement described above with reference to FIGS. 7A-7C or FIG. 9. Inone aspect of this embodiment, the process 1010 can include receiving afirst signal, corresponding to an image of a first view from a positionlocated a first distance from the rotation axis with the first viewencompassing a first viewing area (process portion 1012). In processportion 1014, the process 1010 includes directing a second signal to adisplay portion of the vehicle, with the display portion beingpositioned a second distance from the rotation axis. When the firstdistance differs from the second distance, directing the second signalcan include directing the second signal to represent a time-varyingsecond view, with the second view being a portion of the first view andoccupying a second area less than the first area, and with the locationof the second area relative to the first area depending at least on anamount by which the first and second distances differ.

In a further aspect of this embodiment (corresponding to an arrangementgenerally similar to that shown in FIGS. 7A-C), the location of thesecond area relative to the first area can change with time by an amountthat is proportional to the distance between the display portion and therotation axis divided by the distance between a corresponding viewpointfor the first signal and the rotation axis. In another embodiment,generally similar to that described above with reference to FIG. 9, thelocation of the second area relative to the first area is alsoproportional to the distance between the display portion and therotation axis divided by the corresponding viewpoint for the firstsignal and the rotation axis, but is fixed with time. In eitherembodiment, the first signal can be received from a variety of sources,including a camera or a digitally or otherwise stored image.

An advantage of embodiments of the systems and methods described aboveis that they can simulate what passengers would actually see if theywere able to have visual access to a region directly outside theaircraft or other vehicle. In particular, as the vehicle rotates about arotation axis, passengers without direct visual access to the regionoutside the vehicle receive an image that simulates or represents a viewthat moves in a manner consistent with what the passenger feels. In oneembodiment, the view can be provided by multiple cameras, with eachcamera directing its signal to a corresponding seat or group of seats.In other embodiments, the system can extract portions of images from oneor more cameras, or from an image database, to provide different viewsto different passengers, in a manner that depends on the passenger'slocation relative to the rotation axis, and, optionally, the speed withwhich the vehicle rotates about the rotation axis.

From the foregoing, it will be appreciated that specific embodiments ofthe invention have been described herein for purposes of illustration,but that various modifications may be made without deviating from thespirit and scope of the invention. For example, in some embodiments thesame or similar methods and systems as described above with reference topassenger seats and displays located at different distances from anaircraft roll axis can provide visual cues to passengers located atdifferent distances from other axes, including the pitch axis 107.Accordingly, the invention is not limited except as by the appendedclaims.

1. A system for presenting an image in a vehicle as the vehicle rotatesabout a rotation axis, the system comprising: a signal receiving portionconfigured to receive a first signal corresponding to an image of afirst view from a position located a first distance from the rotationaxis, the first view encompassing a first viewing area; and a signalprocessing portion configured to direct to a display portion located asecond distance from the rotation axis a time-varying second signal, thetime-varying second signal representing a second view, the second viewbeing a portion of the first view and occupying a second area less thanthe first area, wherein the location of the second area relative to thefirst area is selected based at least on an amount by which the firstand second distances differ.
 2. The system of claim 1 wherein the firstand second views are of a region external to a vehicle.
 3. The system ofclaim 1, further comprising an image source coupled to the signalprocessing portion to transmit the first time-varying signal.
 4. Thesystem of claim 1, further comprising a camera coupled to the signalprocessing portion to transmit the first time-varying signal.
 5. Thesystem of claim 1, further comprising the display portion.
 6. The systemof claim 1 wherein the signal receiving portion includes a first signalreceiving portion and wherein the system further comprises a secondsignal receiving portion configured to receive a signal corresponding toa rotation of the vehicle about the rotation axis, further wherein thesignal processing portion is configured to direct to the display portionthe second time-varying signal with the location of the second arearelative to the first area further selected based on the rotation of thevehicle about the rotation axis.
 7. A system for presenting imagescorresponding to views external to a vehicle as the vehicle rotatesabout a rotation axis, the system comprising: an image source positioneda first distance from the rotation axle and being configured to transmita time-varying first signal as the vehicle rotates, the first signalrepresenting a first view external to the vehicle, the first viewencompassing a first viewing area; a display portion positioned withinthe vehicle at a second distance from the rotation axis, the seconddistance being different than the first distance; and a processingportion coupled between the image source and the display portion, theprocessing portion being configured to receive the first signal from theimage source and transmit a time-varying second signal to the displayportion, the second signal representing a second view external to thevehicle, the second view being a portion of the first view and occupyinga second area less than the first area, wherein the location of thesecond area relative to the first area depends at least in part on anamount by which the first and second distances differ.
 8. The system ofclaim 7 wherein the first viewing area has a first centroid that rotatesabout the rotation axis at a first angular rate as the vehicle rotatesabout the rotation axis, and wherein the processing portion isconfigured to transmit the second signal representing the second viewwith the second area having a second centroid that rotates about therotation axis at a second angular rate, the second angular rate beingproportional to the first angular rate multiplied by the second distanceand divided by the first distance.
 9. The system of claim 7 wherein thewherein the first viewing area has a first centroid that rotates aboutthe rotation axis at a first angular rate as the vehicle rotates aboutthe rotation axis, and wherein the processing portion is configured totransmit the second signal representing the second view with the secondarea having a second centroid that rotates about the rotation axis at asecond angular rate, the second angular rate being at leastapproximately the same as the first angular rate, the second centroidbeing spaced apart from the first centroid by a distance that isproportional to an amount by which the first and second distancesdiffer.
 10. The system of claim 7 wherein the vehicle includes anaircraft rotatable about a roll axis, and wherein the image sourceincludes a camera mountable to the aircraft.
 11. The system of claim 7wherein the image source includes a camera having a focal axis andwherein the focal axis of the camera is oriented at least approximatelyparallel with the rotation axis.
 12. A system for presenting an image ina vehicle as the vehicle rotates about a rotation axis, the systemcomprising: image receiving means for a first signal corresponding to animage of a first view from a position located a first distance from therotation axis, the first view encompassing a first viewing area; andprocessing means for processing the first signal, the processing meansbeing coupled to the image source means to receive the first signal anddirect to a display portion located a second distance from the rotationaxis a time-varying second signal, the time-varying second signalrepresenting a second view, the second view being a portion of the firstview and occupying a second area less than the first area, wherein thelocation of the second area relative to the first area is selected basedat least on an amount by which the first and second distances differ.13. The system of claim 12, further comprising the display portions. 14.The system of claim 12, further comprising image source means coupled tothe image receiving means to transmit to the image receiving means thefirst signal.
 15. An aircraft rotatable about a rotation axis,comprising: a fuselage portion; a wing portion depending from thefuselage portion; a propulsion system coupled to at least one of thefuselage portion and the wing portion; a signal receiving portionconfigured to receive a first signal corresponding to an image of afirst view from a position located a first distance from the rotationaxis, the first view encompassing a first viewing area; and a signalprocessing portion configured to direct to a display portion located asecond distance from the rotation axis a time-varying second signal, thetime-varying second signal representing a second view, the second viewbeing a portion of the first view and occupying a second area less thanthe first area, wherein the location of the second area relative to thefirst area is selected based at least on an amount by which the firstand second distances differ.
 16. A method for presenting an image in avehicle, comprising: while the vehicle rotates about a rotation axis:receiving a first signal corresponding to an Image of a first view froma position located a first distance from the rotation axis, the firstview encompassing a first viewing area; and directing a second signal toa display portion of the vehicle, the display portion being positioned asecond distance from the rotation axis; wherein when the first distancediffers from the second distance, directing the second signal includesdirecting the second signal to represent a time-varying second view, thesecond view, being a portion of the first view and occupying a secondarea less than the first area, with the location of the second arearelative to the first area being selected based at least on an amount bywhich the first and second distances differ.
 17. The method of claim 16wherein the second distance is less than the first distance, wherein thefirst area has a first centroid and wherein the second area has a secondcentroid, further wherein the first centroid rotates at a first rateabout the rotation axis, still further wherein directing the secondsignal includes directing the second signal to form a second area havinga second centroid that rotates at a second rate about the rotation axis,the second rate being less than the first rate.
 18. The method of claim16 further comprising receiving a third signal corresponding to a motionof the vehicle about the rotation axis.
 19. The method of claim 16wherein the second distance is less than the first distance, the firstarea has a first centroid and the second area has a second centroid,further wherein directing the second signal includes directing thesecond signal to form a second area having the second centroidpositioned closer than the first centroid to the rotation axis.
 20. Themethod of claim 16 wherein the first area has a first centroid and thesecond area has a second centroid, further wherein the first centroidrotates at a first rate about the rotation axis, still further whereindirecting the second signal includes directing the second signal to forman image having a second area with a second centroid that rotates at asecond rate about the rotation axis, the second rate being proportionalto the second distance divided by the first distance.
 21. The method ofclaim 16 wherein the first viewing area subtends a first viewing angleand wherein the second viewing area subtends a second viewing angle lessthan the first viewing angle.
 22. The method of claim 16 wherein thevehicle includes an aircraft having a longitudinal roll axis and whereinthe rotation axis is at least approximately the same as the roil axis.